WO2021224219A1

WO2021224219A1 - Method for controlling a hatch assembly of a motor vehicle

Info

Publication number: WO2021224219A1
Application number: PCT/EP2021/061649
Authority: WO
Inventors: Thomas Goldmann
Original assignee: Brose Fahrzeugteile Se & Co. Kommanditgesellschaft, Bamberg
Priority date: 2020-05-05
Filing date: 2021-05-04
Publication date: 2021-11-11
Also published as: DE102020112140A1

Abstract

The invention relates to a method for controlling a hatch assembly (1) of a motor vehicle (2). The hatch assembly (1) has a hatch (3) and a drive assembly (4) for adjusting the hatch (3) over an adjustment range of the hatch (3) using a motor. The drive assembly (4) has at least one drive (5) with an electric motor (7), the drive (5) is coupled to the hatch (3) so as to transmit a movement and is designed to be reversible, and the drive assembly (4) exerts a friction braking effect on the hatch (3). Movement values of the hatch (3) and/or the drive assembly (4) are determined by means of a movement sensor assembly of the hatch assembly (1), and the drive assembly (4) has a drive controller (10), by means of which the drive motor (7) is controlled in a braking routine such that the drive assembly (4) exerts a motorized braking effect on the hatch (3). According to the invention, the movement values in the braking routine are monitored by the drive controller (10) in order to determine when a specified holding state of the hatch (3) has been achieved. When the holding state of the hatch (3) is achieved, the drive controller (10) carries out a holding routine, in which the controlling of the drive motor (7) is continued in order to provide the motorized braking effect using the movement values.

Description

Method for controlling a flap arrangement of a motor vehicle

The invention relates to a method for controlling a flap arrangement of a motor vehicle according to the preamble of claim 1, a drive control for a drive arrangement for motorized adjustment of a flap of a motor vehicle according to the preamble of claim 12 and a drive arrangement having a proposed drive control according to claim 13 The flap arrangement in question has a flap which is, for example, a tailgate, a trunk lid, a side door, a rear door, a hood or the like. The flap can be arranged pivotably and / or displaceably on the motor vehicle body. The flap is assigned a drive arrangement which is used for motorized adjustment of the flap over an adjustment range of the flap. The drive arrangement works here with a friction braking effect on the flap.

The frictional braking effect of the flap arrangement can be selected in such a way that the flap comes to a standstill after a motorized or manual adjustment has been completed due to the frictional braking effect. In the well-known method for operating a motorized flap arrangement (DE 10 2018 112 978 A1), from which the invention is based, it is also provided that a drive motor of the drive arrangement is operated as a short-circuit brake with respect to a load acting on the flap, whereby the on - Drive motor contributes to a locking of the flap. In the known method (DE 10 2018 112 978 A1) it is provided that for at least one load condition of the flap, the proportion of the friction braking effect in the total braking effect is greater than the proportion of the short-circuit braking effect.

However, a challenge with the flap arrangements in question is that with higher flap weights, a targeted increase in the friction braking effect is necessary, for example via mechanical brakes of the drive arrangement in order to take into account the high flap loads. With the increase in the friction braking effect, however, higher hand forces also go hand in hand with manual adjustment of the flap, which limits the user-friendliness of the flap arrangement. A high frictional braking effect is particularly undesirable in the case of a so-called “tip-to-run” functionality of the flap arrangement, an operator triggering a motorized adjustment of the flap by an initial manual actuation of the flap.

The invention is based on the problem of designing and developing the known method in such a way that the operation of the flap arrangement is improved with both a motorized and a manual adjustment of the flap.

The above problem is solved in a method according to the preamble of claim 1 by the features of the characterizing part of claim 1.

The invention is based on the assumption that the drive arrangement has at least one drive with an electric drive motor, the drive being coupled in terms of movement to the flap and designed so that it can be driven back. The flap arrangement works with a frictional braking effect on the flap which, when the flap moves, produces a dynamic frictional braking effect and when the flap is at a standstill, a static frictional braking effect on the flap. A movement sensor arrangement of the flap arrangement is used to determine movement values of the flap and / or the drive arrangement, the drive arrangement having a drive control by means of which the drive motor is controlled in a braking routine in such a way that the drive arrangement works with a motorized braking effect on the flap.

With the proposed solution it was recognized that the control of the drive motor can also be used to hold the flap in addition to providing the motorized braking effect to achieve a holding state of the flap. Accordingly, the frictional braking effect of the drive system can be selected to be comparatively low and, in particular, an additional mechanical brake can be dispensed with, so that the flap can be adjusted manually with little manual force. In detail, it is proposed that the drive control is used to monitor the movement values in the braking routine for reaching a predetermined holding state of the flap and to carry out a holding routine by means of the drive control when the holding state of the flap has been reached, in which the drive motor is controlled to provide the motori braking effect is continued based on the movement values.

It is particularly preferred here if, at least over a section of the adjustment range of the flap, the dynamic friction braking effect is less than the effect of weight on the flap (claim 2). In particular, the drive arrangement has a spring arrangement that works with a spring effect on the flap, wherein the dynamic friction braking effect can be less than the total effect of weight and spring effect. When moving over the corresponding section of the adjustment range, the flap is therefore not transferred into the holding state solely due to the friction braking effect. With such a comparatively low dynamic friction braking effect, the manual forces for manual adjustment of the flap are reduced. In a further embodiment it is made possible that at least over a section of the adjustment range of the flap the static friction braking effect is lower than the weight effect on the flap or less than the total effect of weight action and spring action. The flap ver consequently does not remain in the holding state over the corresponding section of the adjustment range solely due to the friction braking effect. A backup of the holding state of the flap is made possible in this embodiment by the proposed control in the holding routine. In this way, extremely low hand forces are achieved, especially with high flap weights, which leads to a further increase in user-friendliness.

In a further, particularly preferred embodiment of the proposed method according to claim 3, the control of the drive motor in the braking routine and / or holding routine by means of the drive control is carried out by applying an electric drive power to the drive motor against the direction of movement of the flap, which means even with low Drive speeds a high braking effect of the drive tors is unfolded. The drive motor can also be operated as a short-circuit brake in a simple manner.

The embodiment according to claim 4 is also particularly preferred, wherein the movement values in the holding routine are monitored by means of the drive control for fulfillment of an actuation criterion and that the holding routine is terminated by the drive control upon fulfillment of the actuation criterion. Manual actuation of the flap can be recognized via the actuation criterion, so that the motorized braking effect does not counteract a targeted manual adjustment, for example to trigger a motorized adjustment of the flap. Provision can be made for a motorized adjustment of the flap to be triggered by means of the drive control upon fulfillment of the actuation criterion. Claims 5 to 9 relating to further advantageous refinements of the method taking into account the actuation criterion. A definition of the actuation criterion with predetermined threshold values assigned to the movement values is particularly useful here. The reliability of the recognition of manual actuation can be increased by taking into account a position value which, for example, indicates a slope of the motor vehicle, and / or by using correction factors (claims 8 and 9).

In order to save energy, in the likewise preferred embodiment according to claim 10, an energy saving routine can be triggered by means of the drive control upon fulfillment of the rest criterion. It is further preferably provided according to claim 11 that the drive control activates the drive motor upon fulfillment of the rest criterion, in order to adjust the flap to a predetermined rest position. The flap can hereby be brought into a position in which the holding state is maintained with a high degree of certainty due to the friction braking effect even after the holding routine has been terminated.

According to a further teaching according to claim 12, which is of independent significance, a drive control for a drive arrangement for motorized adjustment of a flap of a motor vehicle is claimed as such. The drive control is preferably for use in the proposed established procedures. For the proposed drive control, reference may be made to all statements on the proposed method.

According to a further teaching according to claim 13, which is also of independent importance, a drive arrangement for motorized adjustment of a flap of a motor vehicle is claimed as such, the drive arrangement having a proposed drive control. In this respect, too, reference may be made to all statements relating to the proposed method and to the proposed drive control.

In the following the invention is explained in more detail with reference to a drawing showing only one Ausführungsbei game. In the drawing shows

Fig. 1 the rear of a motor vehicle in a side view with a flap arrangement having a proposed drive arrangement for performing a proposed method,

FIG. 2 shows a drive of the drive arrangement according to FIG. 1 in a longitudinal section, and

3 a) and b) schematic, exemplary representations of the friction braking effects working on the flap. The invention relates to a method for controlling a flap arrangement 1 of a motor vehicle 2. As shown in FIG. 1, the flap arrangement 1 has a flap 3 and a drive arrangement 4 for motorized adjustment of the flap 3 over an adjustment range of the flap 3. The drive arrangement 4 has at least one drive 5. In the illustrated and insofar preferred embodiment, two drives 5 are provided, which are arranged on both sides of a flap opening 6 assigned to the flap 3. In the following, only a single drive 5 is used in the sense of a simplified representation. All relevant statements apply accordingly to any other drive that may be provided. The drive 5 has a drive motor 7, which is supplied with electrical drive power in a manner to be explained below, in order to adjust the flap 3 by a motor. Here and preferably, the flap 3 is a tailgate of the motor vehicle 2, which here is rotatably mounted about a flap axis 8 and can be pivoted in the region of the flap opening 6. The proposed solution is also applicable to all other flaps addressed in the introductory part of the description. All statements from the illustrated, designed as a tailgate flap 3 apply accordingly to all other types of flaps.

The drive 5 is coupled in terms of movement to the flap 3. The drive motor 7 is preferably coupled in movement to the flap 3 in a bidirectional manner. The movement coupling allows the flap 3 to be adjusted by motor by means of the drive 5 between an open position shown in FIG. 1 with a solid line and a closed position, not shown, in both directions of movement. At the same time, this coupling of movements also works the other way around. For this purpose, the drive 5 is designed so that it can be driven back. This means that the initiation of a movement in the flap 3 leads to a return of at least part of the drive train between the drive motor 7 and the flap 3.

As can also be seen from Fig. 2, the drive 4 has a gear arrangement 9, which is driven between the drive motor 7 and the flap 3 GE switched. In terms of drive technology, this means that drive movements of the drive motor 7 can be transmitted to the flap 3 by the gear arrangement 9.

The drive arrangement 4 works with a frictional braking effect on the flap 3, with which in particular a movement introduced into the flap 3 is braked with the frictional braking effect. In this case, a dynamic friction braking effect is formed with the movement of the flap 3. The dynamic friction braking effect is essentially due to sliding friction effects and is less than the static friction braking effect which acts when the flap 3 is at a standstill, which is based on static friction effects. The frictional braking effect is here essentially exerted by the gear arrangement 9, in particular an additional mechanical brake of the drive arrangement 4 being provided can. Here and preferably, however, such an additional mechanical cal brake is dispensed with.

By means of a movement sensor arrangement of the flap arrangement 1, movement values of the flap 3 and / or the drive arrangement 4 are determined. The movement values are generally understood to mean sensor values determined by the movement sensor arrangement or values derived therefrom, which are indicative of the movement, in particular of the position and / or speed, of the respective component of the flap arrangement 1. Due to the movement coupling between the flap 3 and the drive arrangement 4, it is in particular possible to infer a movement of the flap 3 from the movement values that relate to the drive arrangement 4.

According to a preferred embodiment, current values and / or voltage values of the drive motor 7 are determined as movement values by means of the movement sensor arrangement. The motion sensor arrangement is thus a current sensor or voltage sensor, which is especially also used in the context of the control of the drive motor 7. The movement sensor arrangement can also be based on an incremental position sensor of the flap 3 and / or of the drive 5. For example, the position sensor has a transmitter unit assigned to the drive motor 7 and a sensor unit that interacts with the transmitter unit. In one variant of the sensor unit, it is a Hall sensor that interacts with a magnetic disk assigned to a drive motor 7.

The drive arrangement 4 has a drive control 10 which performs the control-related tasks relating to the drive motor 7 that arise within the framework of the proposed method. The drive control 10 is preferably set up to control the drive motor 7 in an adjustment routine for the aforementioned motorized adjustment of the flap 3.

By means of the drive controller 10, the drive motor 7 is also controlled in a braking routine in such a way that the drive arrangement 4 works with a motorized braking effect on the flap 3. The braking routine is carried out in particular by means of the drive control 10 after the adjustment routine has been terminated. tine carried out, for example after the adjustment routine has been terminated by reaching a predetermined flap position or by an operator action. It is provided here that the flap 3 is transferred into a holding state of the flap 3, which will be explained below, as part of the braking routine. In the braking routine, the drive arrangement acts via the motorized braking effect - together with the friction braking effect - against the direction of movement of the flap 3 applied to bring about the motor braking effect.

It is now essential that the movement values in the braking routine are monitored for reaching a predetermined holding state of the flap 3 by means of the drive controller 10 and a holding routine is carried out by means of the drive controller 10 when the holding state of the flap 3 is reached, in which the drive motor 7 is activated for provision the motor braking effect is continued on the basis of the movement values.

The holding state is preferably understood to mean a state of movement of the flap 3 close to a complete standstill of the flap 3. For example, the holding state is considered to have been reached when the speed of the flap 3 determined from the movement values falls below a predetermined threshold value. It can also be specified, for example, that a specified adjustment range or a specified flap position must be reached in order to reach the holding state.

In the holding routine, a motorized braking effect is also provided, preferably in order to maintain the holding state. The control of the drive motor 7 to provide the motorized braking effect in the holding routine, for example the drive power used, can differ in principle from the control in the braking routine. The control of the drive motor 7 in the holding routine is carried out on the basis of the movement values, whereby, for example, when the flap 3 occurs, a flap acceleration caused by an external load such as a gust of wind is applied to the drive motor 7 against the direction of the flap acceleration. It is preferred here that, at least over a section of the adjustment range of the flap 3, the dynamic friction braking effect is less than the weight effect on the flap. As shown in FIG. 2, the drive arrangement 4 here has a spring arrangement with a spiral spring 11 in the drive 5. In addition, the flap 3 can be assigned a damper arrangement (not shown). As a result, at least over a portion of the adjustment range of the flap 3, the dynamic friction braking effect can be less than the total effect of weight action and spring action on the flap 3. The weight effect relates to the weight effect in a horizontal position of the motor vehicle 2 as well as a weight effect in one The vehicle is on a slope 2.

A corresponding flap 3 is consequently not "self-braking" in the adjustment range in question and is not braked enough without a motorized braking action in order to get into the holding state. The contribution of the motorized braking effect in the braking routine nevertheless enables the flap 3 to be braked. Accordingly, the dynamic Reibbremswir effect can be designed to be low overall, for example on the basis of the selection of the efficiency of the transmission arrangement 9 and / or by doing without an additional mechanical brake.

Furthermore, according to a particularly preferred embodiment, at least over a section of the adjustment range of the flap, the static friction brake effect can be less than the weight action on the flap or less than the total action of weight action and spring action. The flap 3 is therefore not "self-holding" in the relevant adjustment range and is accelerated out of the holding state without a motorized braking effect due to the force of weight, in particular also due to the spring effect. By means of the holding routine provided according to the proposal, it is still possible to hold the flap 3 in the holding state, and at the same time the frictional braking effect can be designed to be particularly low.

In Fig. 3a) and b), the friction braking effects and the overall effects of weight and spring action are shown schematically. Fig. 3a) and b) show the torque T acting on the flap 3 by the Flap axis 8 as a function of the position of the flap 3, here expressed via the angle of rotation cp around the flap axis 8. On the one hand, the torque T is a result of the dynamic friction braking effect (continuous line) and the static friction braking effect (dashed line) and, on the other hand, is derived from the Total effect from weight effect and spring effect shown. This overall effect is shown for three positions of the motor vehicle 2, here a horizontal position (thick continuous line) as well as two differently oriented slopes of the motor vehicle 2 (dashed and dotted lines).

In Fig. 3a) an embodiment of a flap assembly 1 with an additional mechanical brake of the drive assembly 4 is shown. The mechanical cal brake causes the frictional braking effect to be designed in such a way that the flap is always self-braking and has self-retaining properties in the horizontal position of the motor vehicle 2. Fig. 3b) shows, however, a preferred embodiment of a flap arrangement 1 without an additional mechanical African brake, wherein the flap 3 is neither self-braking nor self-retaining in sections of the adjustment range. The control of the drive motor is preferably carried out in the braking routine and / or in the holding routine by means of the drive controller 10 by loading the drive motor 7 with an electrical drive power against the direction of movement of the flap 3. Correspondingly, a sufficiently high motorized braking effect can be achieved even at low flap speeds. A motorized braking effect can also be achieved by operating the drive motor 7 as a short-circuit brake, in which case a braking resistor of the drive control 10 can also be used, via which the drive motor 7 is short-circuited.

According to a particularly preferred embodiment of the proposed method, it is provided that the movement values in the holding routine are monitored by means of the drive control 10 for fulfillment of an actuation criterion and that the holding routine is terminated by the drive control 10 on fulfillment of the actuation criterion. The actuation criterion is here representative for the detection of manual actuation of the flap 3, which is effected in the flap 3 by an operator. Such manuel le actuation can be used to manually adjust the flap 3 or to solve from a motorized adjustment of the flap 3. By ending the holding routine, the motorized braking effect counteracts the manual actuation only insignificantly. Rather, due to the possible low friction braking effect, manual actuation can be carried out in a particularly simple manner with low manual forces.

The actuation criterion preferably relates to a flap acceleration determined from the movement values. It can be assumed here that manual actuation generally leads to a higher acceleration of the flap 3 than other mechanical disruptive effects on the flap 3. The actuation criterion can accordingly be at least partially defined by the fact that the flap acceleration is a predetermined one assigned to the flap acceleration Exceeds threshold. It can also be specified that the threshold value is exceeded over a specified period of time in order to delimit manual actuation from brief disruptive effects on the flap 3, such as a gust of wind. Furthermore, the actuation criterion can at least partially be defined by the fact that the change in the flap acceleration over time exceeds a threshold value assigned to the change in the flap acceleration, in particular over a predetermined period of time. A premature termination of the holding routine due to influences of the weight force, which exert an approximately constant acceleration on the flap 3, can thus be excluded with a high degree of probability.

According to a further embodiment, the actuation criterion relates to a flap speed determined from the movement values. With manual adjustment, a higher flap speed tends to be achieved than with interfering influences. The actuation criterion is preferably defined at least in part by the fact that the flap speed exceeds a predetermined threshold value assigned to the flap speed. According to a further embodiment of the proposed method, it is provided that the actuation criterion is one in the holding routine in the Control of the drive motor used drive value, in particular the drive current and / or the drive voltage, concerns. The activation of the drive motor 7 for the motorized braking effect in the holding routine can lead to high drive powers being present during certain movement processes of the flap 3 or a high load being taken up in short-circuit operation. The actuation criterion is preferably defined at least in part by the fact that the drive value exceeds a predetermined threshold value assigned to the drive value, whereby the absolute value of the drive value is monitored. The actuation criterion is also preferably defined at least in part by the fact that the change in the drive value over time exceeds a predetermined threshold value assigned to the change over time, so that, for example, a high increase in the drive current or the drive voltage can be used for the actuation criterion.

If a position value of the motor vehicle is determined by means of a position sensor arrangement, the reliability of recognizing the manual actuation can be further increased in that the actuation criterion is specified by means of the drive control as a function of the position value. As already explained in connection with FIG. 3, the load acting on the flap 3 can be influenced by the position of the motor vehicle 2, for example a slope. The position value is, for example, a value representative of the inclination of the motor vehicle 2 in one or two orientations. At least one of the assigned threshold values is preferably predefined as a function of the position value, with the predefinition of further threshold values also being conceivable in addition to the assigned threshold values already mentioned.

According to a further preferred embodiment, the actuation criterion is specified by means of the drive control as a function of at least one correction factor, in particular at least one correction factor relating to the temperature, engine parameters and / or the scatter of engine parameters of the drive engine 7. This can also increase the reliability of recognizing the manual actuation. The temperature can be a temperature value determined via a temperature sensor for at least one component of the flap arrangement 1 or for the surroundings of the flap arrangement 1. The motor parameters are for the electronic properties of the respective drive motor 7 characteristic variables, which can also be subject to a manufacturing-related or wear-related scatter. It is further preferred if the correction factor is determined from the movement values of at least one previously performed holding routine by means of the drive control so that the correction factor can be adapted to the respective conditions, for example to the respective state of the drive motor 7, with successive holding routines. According to a particularly preferred embodiment, the drive controller 10 triggers an energy-saving routine when a rest criterion is met, with the frequency of monitoring the movement values being reduced compared to the holding routine in the energy-saving routine. For example, the movement values in the holding routine are monitored cyclically at predetermined time intervals, the time intervals being increased to meet the rest criterion. It is also conceivable that the monitoring is terminated for the fulfillment of the rest criterion. In a simple embodiment, the rest criterion is at least partially defined by the fact that a predetermined period of time has elapsed since the hold state occurred. The rest criterion is also preferably at least partially defined in that the movement values remain below a predetermined limit value for a predetermined period of time.

It is particularly preferred here if the drive control 10 controls the drive motor 7 when the rest criterion is met, to move the flap 3 into a predetermined rest position. The rest position is preferably a position of the flap 3 with a particularly high friction braking effect. It is particularly preferred if, in the rest position, the dynamic friction braking effect, preferably also the static friction braking effect, is greater than the weight action on the flap 3 or is greater than the total action of weight action and spring action. The rest position is accordingly a self-braking or self-holding position of the flap 3, so that the holding state can be maintained with a high degree of security even in the energy-saving mode. As far as the flap 3 is already in the rest position on the fulfillment of the rest criterion, a control of the drive motor 7 can also be absent. According to a further teaching, which is of independent importance, the addressed drive control 10 for a drive arrangement 4 for motori's adjustment of a flap 3 of a motor vehicle 2 is claimed per se. What is essential here is that the drive control 10 monitors the movement values in the braking routine for reaching a holding state of the flap 3 and executes a holding routine when the holding state of the flap 3 is reached, in which the drive control controls the drive motor 7 to provide the motorized braking effect on the basis of the Movement values continues. Reference may be made to all statements on the proposed procedure.

According to a further teaching, which is also of independent importance, the addressed drive arrangement 4 for motorized adjustment of a flap 3 of a motor vehicle 2 is claimed per se, the drive arrangement 4 having a drive control 10 according to the proposal. In this respect, too, reference may be made to all statements relating to the proposed method and to the proposed drive control 10.

Claims

1. A method for controlling a flap arrangement (1) of a motor vehicle (2), the flap arrangement (1) having a flap (3) and a drive arrangement (4) for motorized adjustment of the flap (3) over an adjustment range of the flap ( 3), the drive arrangement (4) having at least one drive (5) with an electric drive motor (7), the drive (5) being designed to be coupled to the movement of the flap (3) and to be driven back, the drive arrangement (4) in particular has a spring arrangement working with a spring effect on the flap (3), the drive arrangement (4) working with a friction braking effect on the flap (3) which, when the flap (3) moves, produces a dynamic friction braking effect and when the flap is at a standstill ( 3) forms a static friction braking effect on the flap, with movement values of the flap (3) and / or the drive arrangement (4) being determined by means of a movement sensor arrangement of the flap arrangement (1), wherein the drive arrangement (4) has a drive control (10) by means of which the drive motor (7) is controlled in a braking routine in such a way that the drive arrangement (4) works with a motorized braking effect on the flap (3), characterized in that by means of the drive control (10) the movement values in the braking routine are monitored for reaching a predetermined folded state of the flap (3) and when the folded state of the flap (3) is reached, the drive control (10) carries out a folding routine in which the on control of the drive motor (7) to provide the motorized braking effect is continued on the basis of the movement values.

2. The method according to claim 1, characterized in that at least over a portion of the adjustment range of the flap (3) the dynamic friction braking effect, preferably also the static friction braking effect, is less than the weight effect on the flap (3) or less than the total effect from weight action and spring action.

3. The method according to claim 1 or 2, characterized in that the control of the drive motor (7) in the braking routine and / or in the Halterou tine by means of the drive control (10) by applying an electrical to the drive motor (7) Drive power against the movement direction of the flap (3) and / or by operating the drive motor (7) as a short-circuit brake.

4. The method according to any one of the preceding claims, characterized in that the movement values in the hold routine are monitored by means of the drive control (10) for fulfillment of an actuation criterion and that the hold routine is terminated by the drive control (10) upon fulfillment of the actuation criterion .

5. The method according to claim 4, characterized in that the actuation criterion relates to a flap acceleration determined from the movement values, preferably that the actuation criterion is at least partially defined in that the flap acceleration is a predetermined threshold value assigned to the flap acceleration, in particular via a ne predefined period of time, and / or the change in the flap acceleration over time exceeds a threshold value assigned to the change in flap acceleration, in particular over a predefined period of time.

6. The method as claimed in claim 4 or 5, characterized in that the actuation criterion relates to a flap speed determined from the movement values, preferably in that the actuation criterion is at least partially defined by the fact that the flap speed exceeds a predetermined threshold value assigned to the flap speed.

7. The method according to any one of claims 4 to 6, characterized in that the actuation criterion relates to a drive value used in the control of the drive motor (7) in the holding routine, in particular the drive current and / or the drive voltage, preferably that the actuation criterion at least is partially defined by the drive value and / or the change in the drive value over time exceeds or exceeds a respectively assigned, predetermined threshold value.

8. The method according to any one of claims 4 to 7, characterized in that a position value of the motor vehicle (2) is determined by means of a position sensor arrangement and the actuation criterion is specified by means of the drive control (10) depending on the position value, preferably that at least one of the assigned Threshold values are specified depending on the position value.

9. The method according to any one of claims 4 to 8, characterized in that the actuation criterion by means of the drive control (10) depending on at least one correction factor, in particular at least one correction factor relating to the temperature, engine parameters and / or the scatter of engine parameters of the drive motor (7 ), it is specified, preferably that the correction factor is determined from the movement values of at least one previously performed holding routine by means of the drive control (10).

10. The method according to any one of the preceding claims, characterized in that an energy saving routine is triggered by means of the drive control (10) when a rest criterion is met, the frequency of monitoring of the movement values being reduced compared to the holding routine in the energy saving routine, preferably, that the rest criterion is at least partially defined by the fact that a predefined period of time has elapsed since the hold state occurred and / or that the movement values remain below a predefined limit value for a predefined period of time.

11. The method according to claim 10, characterized in that the drive control (10) on fulfilling the rest criterion, the drive motor (7) drives the drive motor (7) to move the flap (3) into a predetermined rest position.

12. Drive control for a drive arrangement (4) for motorized adjustment of a flap (3) of a motor vehicle (2) over an adjustment range of the flap (3), the drive arrangement (4) having at least one drive (5) with an electric drive motor (7 ), the drive (5) with the The flap (3) is designed to be motion-coupled and drivable, the drive arrangement (4) working with a friction braking effect on the flap (3) which, when the flap (3) moves, produces a dynamic friction braking effect and when the flap (3) is at a standstill, a static friction braking effect forms the flap (3), a movement sensor arrangement being provided which determines which movement values of the flap (3) and / or the drive arrangement (4) are determined, the drive control activating the drive motor (7) in a braking routine in such a way that the Drive arrangement (4) works with a motorized braking effect on the flap (3), characterized in that the drive control monitors the movement values in the braking routine for reaching a holding state of the flap (3) and for reaching the holding state of the flap (3) Carries out holding routine in which the drive control activates the drive motor (7) to provide the motoric braking effect hand of the movement values continues.

13. Drive arrangement for motorized adjustment of a flap of a motor vehicle, the drive arrangement having a drive control (10) according to claim 12.